Hearted Youtube comments on driving 4 answers (@d4a) channel.

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  7. I agree.. but I have to mention, I am one of those people you mentioned who has spent almost 22 years designing a vane powerplant.. There is well over 70 iterations on my design table and shelves. Most of them run, but the one problem that I run into and many others must cross, is the pressure relief on the back sides of each vane. If it is only air behind the vanes, that is okay, and helps keep the vanes outwards in addition to the rotational forces that naturally fling the vanes outwards. But, once you start to collect any liquids, behind the vanes, that is where me and so many others run into crashes, or failure of the machine. We have tried to vent this trapping system to both the intake side to suck any liquids out of on the exhaust side to be pushed out from the linear motion of the vanes telescopic travel in a pumping action... Even tried to just vent these trapping areas to external areas, for collection just to try to get past the issue... I have tried through holes vents long wise in the vanes themselves to allow the trapped liquids to relieve into the front side of the vanes for additional lubrication on the walls, and likewise on the aft side of the vanes in efforts to lubricate the next following vane.... In either of those, we get hovering of the vanes at higher rpms as the edge is trying to either collect/scrape/scoop up the previously laid oil/fuel and grit and results in HP and rpm loss, and after extended periods of endurance runs, hammering effect of the walls, does what we call "catipillar walling" of harmonic wearing in a sign wave and that creates a nasty problem that compounds on itself to destruction very quickly.... These units are so much fun, but I am personally burnt out.. the math mathematics that goes into the volume of the wedges to intake/exhaust to the dimensions of the vanes length, width, height and or length to thickness issue. Based on over 200 material iterations in some base models, and discover some work great some not, but it just keeps the battle of wear factor to life expectancy of the vanes and housing wall(s).. the saving grace is the ease of machining, as compared to the exceptionally tight tolerance of the Wankle housing to rotor dimensions to aid in prevention wedging or crashing.. these vane motors are pretty forgiving in manufacturing... Allot of work, (as you stated) is still needed by somebody who has more money then me.. I am just a guy in a machine shop playing part time on these, in fact, I haven't touched them in about a year or so... I am not saying anything you said is wrong, but more over, agreeing with you, there is allot of potential for these designs, but somebody who has more money then me can play with more specialized materials / alloys, and simulation software better then mine to hone every bit of active and passive friction out of the entire rotational cycle while incorporating balance as a whole.. Oh, and another crazy issue, leeching, from a combusted chamber, leeching under the wiping edge to the yet not combusted air/fuel ... With a mass damper damage happens in the idea to just carry the rotation on over past the preignition leeched chamber with bent vanes, or snapped axle shaft or ruptured wall.. that is always a fun day and loud too... With out a flywheel aid to dampen things out harmonically, the motors rattle themselves into shavings and scrape themselves to death. Smaller power tools vane pumps are stable, but the moment they step up to combustion, a whole other character of issues happens... Which is what the one photo of the multi-vane rotor was trying to deal with I think it was a (20 vane rotor) also trying even number of vanes and odd number of vanes all trying to calm down the harmonics or vibrations that rattle these into destruction... I wish more people could put more effort and money into this, venture.. The biggest unit I have that is still working is 5 inches, and offer (0.2 HP) @15,000 rpm .and is on a bicycle and geared super low and allot of backfiring from unspent fuel but does work just not very good but is on the threshold of not ripping itself apart.. Maybe this winter, I can get back on these
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  118. Ok so first I want to congratulate you on getting this far, and obviously all of the problems are of clear after the fact, but I'll try to enumerate them as I see them. 1. The coil will make one spark per revolution, you need 6. But actually a constant spark SHOULD be fine. You can get a (more or less) constant spark using the igniter coil for an oil burner. This will destroy the sparkplug over time, but it will give you enough heat to burn whatever is in the cylinder. BE CAREFUL, FURNACE IGNITERS CAN KILL YOU. 2. That flywheel is insanely oversized. It's meant for a 8:1 compression one compression per cycle, your engine is probably around 2:1 compression, 6 compressions per cycle. The rotary drum is probably enough flywheel so you can discard the entire flywheel assembly. 3. Trying to get a newly designed engine started with a pull cord is assuming you're going to hit a hole in one on your first try. You should attach a variable speed electric motor to the apparatus so that you can bring it up to operating speed, THEN play with the carburetor and try to get fire. First try to get non-zero energy output, then try to get enough energy output that you can power off the motor while it continues running. Only after you have all of this working flawlessly do you start thinking about starting without first running it up to optimal rotation speed. 4. Instinctively, I think the optimal speed for this engine is probably somewhere around 3000-5000 RPMs. Technically speaking, you want the highest RPM your hardware can tolerate, but over 5000 I think the premature wear starts to become so rapid that it will compromise your experimentation. You need centrifugal force to hold the veins against the housing, and you need high speed so that the compression action out-runs the leakage. At low speed, the air/fuel will all leak past the veins and your compression ratio will be essentially 0. The furnace igniter will help a lot because it will make a hot enough spark to light fuel even with very little compression, but if there's no compression, even lighting the fuel will not create any propulsive force. In short, I think you're really close.
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  329. Brilliant video! Spot on! I’ve been an Automotive Engineer for the past 14years, most of that time being in Brakes Engineering, working for Renault, Ricardo UK, Bosch Engineering and recently I moved to Jaguar Land Rover and I can confirm that ‘bigger’ brakes will only do one think, in the vast majority of cases, they will disturb the brake feel and the modulation as the brakes will tend to lockup faster as you very well stated in this video. Also if they are aftermarket brakes don’t be surprised if they are ‘noisy’. Unless you are racing, I wouldn’t even touch the stock brakes. We spend years getting the system sized correctly and the adequate pedal feel. More importantly most of the stock brakes are quiet, because of a very good reason we literally spend over two years in Brakes Refinement testing by making sure that the brakes are quiet, many millions of pounds are spent in that respect. With aftermarket brakes you cannot have the same level of Brakes Refinement as the aftermarket doesn’t have access to the same level of dyno, CAE and vehicle testing as an OEM does. Most of the braking systems are oversized anyway, as most OEMs design the braking system around the AMS test, which is not even a legislative requirement. The AMS test is extremely severe (10 consecutive brake stops from 100kph to 0) and it’s not a realistic use case. Consequently we end up with very big brakes and more importantly very heavy brakes. Therefore do yourself a favour and unless you are racing and you need the thermal capacity, then do not waste your money on shinny new ‘big’ brakes.
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  601. Torque is how hard something is spinning. RPM is how fast something is spinning. Horsepower is just the combination of these two things to get the job done. Something spinning with a lot of torque but with very low RPM will be very slow but very hard to stop (like a tank cannon). This thing could get the job done but it will take forever, so it has low horsepower. An example would be the motor for an elevator, it's moving a lot of mass but it does it slowly. Something spinning with a high RPM but with a little torque will be very fast but very easy to stop (like a handheld fan). This thing might not even get the job done because it is so weak and easy to stop, so it has low horsepower. An example would be a desk fan, it's moving mass quickly but it's not a lot of mass, it's just air. Something spinning with a lot of torque and a high RPM will be very fast and very hard to stop. This thing gets the job done AND does it fast, so it has high horsepower. An example of this would be a sports car engine, it's moving a lot of mass really quickly. In the context of everyday driving: Whenever you shift gears you're telling your car how much torque vs RPM you want at the wheels in that moment. When you're in first gear, you're telling your car "I need you to push harder, not faster." Since it takes a lot of force to push a car from a stationary poisition, you start it off in first gear. When you're on the road and want to go faster, you shift to a higher gear, telling your car "You don't need to push as hard, just push faster". You can see how an engine with a lot of torque is more useful to a semi-truck than an engine with less torque but capable of a higher top speed.
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  827. And it was a flat plane crankshaft V8 too. The cross plane crankshaft V8 came nearly two decades later. A Scottish engineer from Glasgow named D. McCall White who emigrated to the USA, where he was engaged on the design of the first Cadillac V8 engine, the Type 51, introduced in 1914. This engine was designed under the leadership of White as Cadillac's chief engineer 1914-1917, later a vice president of Cadillac. McCall White was hired by American, Henry Leland , Cadillac’s engineer, after Leland’s own flat plane crankshaft 60° V8 didn’t suppress the secondary harmonics he hoped for. Leland knew McCall White’s V-engine expertise from his employment as chief engineer at David Napier Ltd in Acton, London and previously Daimler Ltd in Coventry back in England. McCall White solved the balancing forces of second order harmonics of the V8 without resorting to using two pairs of Lanchester balance shafts per bank on flat plane crankshaft but by using a carefully counterweighted cross plane crankshaft, and so the world’s first cross plane crankshaft for a V8 was engineered by a Scottie. Perhaps we should call it the McCall White V8 architecture, and the flat plane crank V8 the Levavasseur V8 architecture. The McCall White’s Cadillac V8 engine was made of five castings: one crankcase, two cylinder blocks and two cylinder heads. He became chief engineer and later vice-president of the Cadillac company. Perhaps the next discussion could be the awkward and challenging design of the V6. A young engineering graduate, Francesco De Virgilio, was hired at Lancia in 1939 and put to routine tasks. He soon attracted management’s attention by improving and simplifying the suspension of a Lancia model. De Virgilio spent the summer of 1943 analyzing the vibration of alternative V-angles for a possible V6 engine. He devised flying arms to splay the crank pins apart by 60°, I’ve always called it the De Virgilio V6 crankshaft arrangement to honour a great engineer.
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  1330. I am petrolhead aswell. I have Nissan 200sx S14 which I have rebuilt all by myself. I use it for weekend drives, some slalom and some drifting to have fun and enjoy what an old ICE car could offer. I also have a 2022 Tesla Model 3 Performance as a daily. I also don't agree with people, who wants to pick sides. Probably, it is like if You pick a side and You think that you have picked a better side - your opponents in the opposite side are losing something or are just stupid, and that, for some reason, makes a person think that he is better in that way. Well it is what I could agree on. I think You can have both of both worlds. There is no car, that can beat my TM3P for my taste as a daily. I have a solar panels on a roof, each day I have as much energy to drive as I want to. And I stopped counting the money for daily driving. In the end of the month it costs me 10€-20€ to drive as much as I need. For all the trips I take. It is super reliable, it is predictable, it doesn't need effort at all to control it. All the technology that has got into it is amazing. And for the price of it there is no other car that can be just as fast from the start (3.3 secs/100km/h), as comfy and plenty of space and as cheap to drive. There's nothing in the ICE world for it. But. Yes. It lacks some things that we had before and lost. I used to say, that best cars were made up until 2005 or so. After that computers took over and ruined much fun from the cars. Not all, but generally. And this is why keeping the "analog" which only need + from the battery and some fuel - is still really fun and enjoyable. Both cars for me are amazing for what they are. They are just made for different purposes. Sure I can turn on Track mode in my Tesla and start drifting. But no, it would not be fun. I have my S14 for that. And yes, I could try daily drive my S14, but ammount of "back pain", sweat and just the effort needed to drive it... Tesla is for that. ----------------- Also few points about the video. You can control windshield wipers with the button on the left and scroll wheel to change it's speed. That beeping You have heard over and over again - I think that it rental company device on the top? My car haven't made on in two years I have it (not talking about warning signals (those three loud BEEP BEEP BEEP)). Also, the minimalism of it, it is love it or hate it. I like it, it saves not only on cost, but on weight, which makes Tesla more efficient. And lot of things can be changed via voice command instead of trying to search via touch screen. I think I had more points in mind, but these are the ones I remember after one hour after watching. :D
    12
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  1569. Nice! To all the haters, I would not EVER solder under the engine bay. Uninsulated, seamless high quality butt connectors, crimped with good Snap-On or Klein pliers, then covered with Marine grade 3:1 heatshrink made by Temco, is far superior to any solder joint. Crimps do not crack, you don't have to worry about too much solder running down the wire and making it stiff and brittle, and you don't have to worry about "cold solder joints." I have seen plenty of failed solder points in electronis, including consoles and TV's, due to heat. The soft solder alloys used in electronics / wiring are rather weak, because joints are operating at a high temperature relative to their melting point. Depending on the amount of current running through the wire, heat may or may not be an issue. A proper crimp, forms a cold weld in which when cut through, looks like a solid piece of metal. Moisture can not penetrate, and therefore, corrosion never occurs. Once wrapped in adhesive heatshrink, the truck will rott to the ground before that joint ever fails. Crimping is also the advised option and the standard in Marine application. Look up ABYC standards. “Solder shall not be the sole means of mechanical connection in any circuit”. Further, crimping provides a solid mechanical connection resistant to “cold joints” breaking under fatigue, and removes strain. Lastly, in a enviroment where there will be large amounts of vibration (engine bay), solder is again, not recommended. Crimp away driving 4 answers!
    9
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  2163. This is brilliant - real world information on modern cars. I'm a very passionate advocate for reducing our impact on the planet, I even run a voluntary beach cleaning and eco-education group, but I'm still not sure electric cars are the right future, especially with all the technology involved. I personally like a basic car with as few electronics as possible, the proverbial 'less to go wrong' philosophy. For some years we've had some amazing technology on cars, but I don't need auto lights or wipers, it's generally pretty obvious when they should be used. The same goes for the things you've experienced here. I also know when there is another vehicle nearby, I like it when I can easily move my hand to operate a heater control, I like to pull a lever to open a bonnet (or frunk). All this technology is taking driving to a new level. A level where the average driver doesn't have to think or act, relying instead on the tech to do the job. It's just asking for trouble when it fails. I know of somebody who borrowed a car with an old parking brake lever. They parked, exited the car and it rolled away because they were used to their own car having an automatic electric parking brake. Technology makes us lazy and ever more reliant on it. It's amazing but unnecessary. Surely keeping it simple is better for the environment. I'm not saying we should stick to ICE cars, but do we really need all these electronics just to drive a car? Less tech = less resources needed to make it. Edit. To add. Your closing speech was spot on. I'm guilty with this comment! It's partly because I like simple things. Partly because I don't know what the answer is to reduce human caused environmental impact. And partly because because I don't want to be one of the sheeple and conform.
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  2203. So there's actual performance difference and theoretical performance difference. First let's go over what we're talking about. A recirculation valve is the same thing as a blow off valve except it recirculates back into the air box. This is what a lot of OEM turbo setups do. It's why you don't hear a big pfffft on stock vehicles. Also, If you're using a metered system where you can't just lose the air, it often recirculates back just past the meter so that it stays in the system. And a blow off valve is exactly like what he showed there. It just blows the excessive pressure to the atmosphere and often has a trumpet/horn shape that allows it to make that woosh noise louder. As to your performance question. Theoretically, you've compressed this air and it's hot and you are throwing it back into the air box. Now yes it's true that the air was compressed and now it's decompressing and therefore lowering and temperature but it's also picked up some heat from the whole system being heat soaked and everything and it will be a couple degrees warmer than it started. But that's it. The difference is extremely small. The only other difference is size. Most recirculation valves are fairly small compared to blow-off valves. If you are doing a large displacement engine, large turbo, etc You need to have a big valve. If you have a undersized recirculation valve you will hear the flutter, lose wheel speed, and still have to refill the pipes. If you're running a smaller engine, you can blow off the extra air, but if you blow too much of it away you have to refill your entire system and you get a slight delay. So sizing is important. Sizing is important for the whole system though so that should be expected... Now there's also the psychological part. It definitely sounds and feels faster when you hear it compared to it being silent. For that reason alone most people doing a build will have it make some noise. You can adjust how it blows off or where it blows off too so that it's not too loud. It doesn't have to be screaming... Although a lot of companies specialize in making it do that.
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  2226. Here's an idea for a video topic, should you choose to accept it: The Magic Bullet Engine. What qualities must an alternate geometry ICE (or alternative personal propulsion system of any kind) offer in order to supersede and supplant the conventional piston/crankshaft four stroke model that has dominated since the steam engine? Many alternate designs have been and continue to be proposed and developed. Some have even gained traction, so to speak: Two Stroke, Wankel, Rotary(fixed crank/spinning cylinder), Radial, Axial, Opposed Piston, Sleeve Valve, Turbine. More recently: Liquid Piston, INNengine, Six stroke, and the present topic - Taurozzi Pendulum, among others. Many of these engine concepts have had profitable production runs in niche roles. Others not so much. You've covered many of these individually in detail. None of them begin to rival the success of the classic four stroke gasoline (or diesel) design that is ubiquitous. Yet that design has so many frustrating characteristics. It is so complex, containing a blizzard of parts trying to compensate for its intrinsic weaknesses. Out of 720 degrees, only 180 or even less than 90 degrees of each piston's cycle deliver any useful torque, the balance of the 720 degrees only consuming precious torque. Balance is a critical pain in the neck. At power stroke BDC, the exhaust valve opens releasing a large pulse of pressure remaining above ambient. Heat, the source of all the work, escapes into the head, cylinder walls, piston, and exhaust, an unused liability that must be discarded. There seem to be so many Achille's heels, yet no serious challengers have appeared. I'd love to hear your usual exhaustive analysis of why this is, or what a challenger must do to vanquish the champion. The Magic Bullet Engine is a very broad topic. Perhaps it could be bounded and crystallized into a YouTube video length discussion. I'd love to see you do it. BTW, I'm beginning to think about engines in your accent. Is that weird? It's great for you, but it seems weird for me.
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  2385. Another great video from you, thank you. I have watched many of your videos and they are all very well done and informative but this particular show was very interesting for me. You made the point of "Well I'm in here I might as well do this at the same time". What follows is what happens when you take this approach to working on your car. I have also done every single item you did to your car (in the video) except for one, I didn't do (but really wanted to) oil squinters for all the reasons you mentioned. The difference is it is over many years for me. I started building my turbo project in 1979 at 24 years old, I am now on my third major revision of the project at 67 years old. Unfortunately I didn't have much help and did 99.9 % of the work myself. I first got interested in turbos during 1976 and then built a blow through carburetor system on my almost stock engine in 1979 (except for forged pistons, ported heads, ungraded camshaft and intake manifold). I built it all out of mild steel and gas welded it all. I drove the car in that configuration from 1980 to 1991 and broke almost every part on it. (2 sets of forged pistons, 9 clutches, 2 -4 speed transmissions, one 10 bolt rear end etc.) I did make many mods over those years like three completely different exhaust systems, 2 different cam profiles , 2 - 4 barrel carbs, 2 handmade exhaust manifolds. Nobody's car was as fast as I was back then because no one was turbocharging yet. I ran 13 PSI boost through a 650 cfm Holley carb and had more power than I needed, I surprised a lot of people because you couldn't see it, but you did hear it. I had to take a break in 1991 to raise a family and the car, a 1975 Pontiac Formula 400 Firebird, that I bought brand new, was stored for 15 years in my garage. In 2005 I decided to start over but this time build it to handle 1000 hp reliably. That required me to do everything on your list plus replace every engine part including replacing the block with a 2000hp capable race block. And on top of all that I also added a complete new rear suspension, (triangulated 4 bar), with a Strange Engineering Ford 9", equipped with 35 spline axles, and a new custom drive shaft. Moving forward in the car a new 5 speed Tremec transmission and a duel disk clutch, then new coil over shocks, new front end control arms, new sway bars front and back, and sub frame connectors and a 6 point roll bar to tie it all together. The interior is completely different as well with a full set of gauges (overkill but fun), etc. etc. etc. Only body is stock. BUT i decided to keep my old truck turbo from 1979 because it was never about making more power, and it had sentimental value. So now version 3, that darn turbo started running out of boost at 5000 RPM it was chocking down to 10 PSI boost and I wanted 15 PSI, so I bought a new modern turbo capable of 1200 HP. Which required a new intercooler (that I ordered today) along with a new rad because it was overheating in summer. The new turbo means I need to redo the exhaust Manifold again and the downpipe. The new bigger intercooler and radiator also require more work up front. It is getting harder and harder to do the work now and crawling under the car was not working so I had to install a 2 post lift in my garage. I did document a lot of my build too but not nearly as well as you have done, (plus I would have had to take 8 mm film when I started). Since 2005 I did take a lot of pictures and wrote about it and then started taking video as it became the thing to do. You can certainly look at a lot of pictures on Facebook, "John's 1975 Formula 400 Firebird" is a open to public page I created a long time ago, I guess I have to start recording this version soon. I look forward to your next video, I am a retired Engineer but I still watch just in case I pick up any new idea or learn a new fact or way to do something. It never ends, the hunt for knowledge.
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  2425. Driving 4 Answers. Hi-ya Mister 2, a fascinating video, interesting and with facts that I didn't know. For instance: the 3-way cultural split dividing communities by religion? Three prime-ministers?! Three types of architecture? I remember the 1984 Winter Olympics held in Sarajevo, then part of Yugoslavia, mainly for the gold medal for figure skating won by Jayne Torvill and Christopher Dean of Great Britain. Everyone here (those who are old enough!) remembers their 'Bolero' dance routine as breathtaking and unique. It broke the record for the largest U.K. television audience - over 20 million - and gained the highest judges' marks ever; many perfect 6.0s for technical and all perfect 6.0s for artistic interpretation. I was so shocked just eight years later in 1992 to see such a beautiful country ripped apart by war. Ordinary people in a smallish city - as you say - "surrounded by mountains" but back then, mountains filled with artillery and mortars. The Siege of Sarajevo was live on TV every night. Burning high-rise buildings and people just queuing for water or bread being picked out by snipers' rifles. Your city appears to have recovered remarkably well and nothing now is visible to mark out such a destructive and brutal period. Very clean streets, new buildings, good and well-surfaced roads (hooray for that). It seems hard to believe it ever happened. Perhaps it was all just a bad dream... Best to you from a well-wisher here in the English countryside of Wiltshire, just a hop, skip and a jump from another historic place that you may know of - Stonehenge.
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  3821. Your monologue at the end perfectly reflects my (and I hazard to say the majority of professionals in the tech/ mech engineering space) opinion on the topic. A hyper focus on electrifying cars is the result of marketing. Real solutions to our problems are almost always variable and address whole systems. Electric cars are a tiny part of any real solution. They are phenomenal within a narrow use case. Better solutions exist elsewhere, like drastically expanding public transit in and between our fast growing urban centers, addressing/ drastically reducing emissions of grid scale power generation, finding cleaner more efficient ways to maintain intl supply chains/ logistics, improving resource utilization in agriculture, etc etc etc. Real solutions are hard to market. They are complex and often make unsexy compromises. They are also rarely achieveable by induviduals. This might come off as cynical, but imo the truth is many electro evangelists have been duped. Environmentalism, like almost everything, has been co-opted so it can be used to sell. It has been rebranded as a problem that can be solved by the individual buying a product. Buying into a brand (tesla) is presented as a stand in for environmentalism. So many people have been beguiled by these ploys. That anyone is so blind to miss the irony in solving climate change with consumerism, is itself a tradgedy. By truly educating, and not watering down topics to make edutainment, you are doing more to protect the future of the environment than any of those detractors. Keep it up. You are awesome.
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  3940. Thank you for another brilliant, informative and enjoyable video. It's always a pleasure to watch your productions! For the price, this product looks impressive and is very tempting. A used turbo with unknown history could easily be the same price. The comments about manufacturing quality and potential for failure do have merit - but a turbo from any manufacturer could suffer failure because of a manufacturing defect, oil starvation, overheating, or debris entering the system. The warranty would be a crucial thing to consider - because I imagine most aftermarket engine components will only be covered if it can be proven that failure was caused by a manufacturing defect and not by poor setup/maintenance. This product has me a bit baffled though. You're right - they have to save money somewhere, but after going to those efforts on the turbo itself, giving you incorrect bolts and poor gaskets would set you up for a failure and spoils your experience of the product. Could it be that the turbo is manufactured and checked in one place, then packaged with those bolts and gaskets from elsewhere? It's kind of concerning because, 'as received' the product cannot be used; and does the warranty cover the use of other bolts/gaskets that are necessary? I wonder if maXpeedingrods would offer you the correct bolts/better gaskets? You have given me a new option to consider though. I'd like to make a turbo build one day and something like this is now a strong consideration over having a used turbo rebuilt. The video from JK Fab is a good addition too, and as you say, beneficial for you to see the balance and quality before you bought it yourself. Thank you once again for a great video, and for putting up a makeshift video in your road-side garage which may not be that comfortable to do videos in.
    3
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  4992. I will say that you’ve been the YouTuber I’ve most consistently watched for a few years now, and ive never come across any problems, because whatever you’ve had in hand has always been interesting and useful in one way or another. I really do understand the want for an anything and everything kind of channel, and honestly, seeing a little more humanity in a guy never hurts, in fact I’d argue to say that it helps. I personally am all hands on deck for a secondary channel if you’re up for the task because it’d be beneficial for too many reasons to count. The most important reason I’d say is you and your personal health and drive. We can’t have our favorite videos if the creator isn’t there to create them in the first place. As for memberships, I really respect your opinion on a pay wall, because things like that can ultimately do more harm than good, or not, it’s just how you run them that determines how they go. Obviously there are people who literally cannot afford any sort of membership, which makes it unfair for them. So, maybe, you could have more of a support membership for the people who actually support the content and wish they could do more to contribute. As a reciprocation of their membership, they could have small sneak peaks on projects, or just, access to simple, fun videos that don’t necessarily support much in the way of bigger things? Take a grain of salt on this because, I’m not sure how to run anything. I’m not a politician, nor do I have business experience in anything whatsoever, I’m just a guy with some opinions. Finally, the name… I was thinking “Dirty Hands, Clean Answers” or “Fabbed Answers”, something like that, because answers has to be in the name. It’s just a given, lol.
    2
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  5300. This is awesome. I learned a lot. However, there is one thing in there at the very end that could use its own video and may have been slightly misrepresented. At the end of the video you mentioned spoilers. Well, at 15:48 you showed what is debatably a wing depending on how it is functioning. Then at 16:07 you say, "This is why time attack and other racing cars have giant spoilers," while showing a time attack car with many large spoilers and wings. A video on the difference between wings and spoilers could be great as the subject is greatly misunderstood in automotive communities. Accurate information of what a spoiler is and what wings are can easily be found in aerospace circles, but automotive enthusiasts often misunderstand it, as I once did. The simplest explanation of the difference is, Wings generate differential pressure called lift, while spoilers impede the generation of these differential pressures therefor reducing(spoiling) the lift garneting properties of a wing. In the automotive world, most car bodies create positive lift(positive being up) and a wing for a car is inverted such that it's lift is in the negative direction(down) and we call it, down force. It is not always necessary to have a downforce generating wing on a car, and there are real downsides to wings such as induced drag. In these cases, a simple spoiler to reduce the lift generating properties of the body will work just fine. Things start getting weird when the spoiler turns the over all lifting properties of the body into downforce generating properties. And ground effect is a whole other subject entirely. Anyway, thank you for another awesome video on the d4a channel.
    2
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  5613. Retired state police officer here. So about 12 years ago, I was on a unit that would work on arresting disgusting pedos that were trying to set up 'hook ups' with 10-14 year old girls. Only the 'girls' they though they were talking to online were actually police. We'd have them show up to a very specific location with very specific, unusual treats (to confirm their intent), then arrest them. One night, a 5'1" 55 year old perv showed up at the parking lot indicated and flashed his lights four times (he though he we signaling the 15 yr old girl in the apartment across the street to come get in his car), and he was driving one of these Volvo 240 brick wagons. We drove up to arrest him, but he drove over about 12 parking blocks, a large curb and into the street and away we went, on the longest, most insane police chase I'd ever been in. Luckily, it was about 3:45 am so there was no traffic, but we spend over 40 minutes tearing through the neighborhoods, streets, alleyways and lawns of one of Texas' midsized cities. We had about four Tahoes in on the chase, my Chevy Traverse and a black and white Dodge Charger. He lost us. Twice. But we kept after him and, after he played chicken with one of our investigators in a Ford F150 (and ran him into an oak tree), he finally went up an alley in a neighborhood with bizarre, winding alleys. He ended up running into a dead end and slammed on the brakes, got out and ran. He was easily caught and IIRC, he got about 25 yrs in state prison. But I have to say, I was stunned at the robust, almost bullet proof nature of that Volvo wagon...it was like trying to shoot down a B-17 with a Luger. The only reason he stopped was because of his unfamiliarity with alleyways at night. It's a pity such a perv had to educate me on the indestructible nature of these cars, but he did and now I know what beasts they are. Thanks for the video!
    2
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  5730. Long post incoming: Let me tell you the story of my bike. I always loved cars and driving. I had a project car (Audi TT mk1). Spent very much time and money it. Loved it. However it was very unreliable due to its age and mods I was putting on it. My heart broke when I sold it. I decided I'd get a brand new chill car (new as in I'm the first owner) and I'd get a simulator rig in order to feed my driving urges. The sim rig did in fact improve my driving skills A LOT and all withing the comfort of my home and without the danger of dying in a firy crash. It was very nice (VR, FF wheel, real car seat, etc), however, just sitting in my home was not the same - no fresh air, no meeting other people, no feeling of actually moving. And then..... since a couple of my friends got themselves bikes, I decided to try it out for myself. Got myself a Kawasaki Z800 and it changed my life. When going to work trafic is no longer a problem. When I'm bored, I post to riding groups and ride with total randoms and I don't stay at home. Where I come from, parking is practically free and always available. It's not just a thrill for me, it's actually a lot more practical also. My car is now 5 years old and has 30 000km on it, I got my bike 2 years ago (not first owner here) and since then I've ridden it the 24 000km. I've tinkered it, abused it, left it in the rain - it has never complained or refused to serve its purpose. My only gripe with it is that its a street bike, but I still love it. As you said - the closest to that child adventure you can get is getting a bike. Happy riding!
    2
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  5910. As someone who is a huge environmentalist and huge proponent of EVs I don't think this can happen in the time frame that is currently allotted (2035 here in California is absurd). I believe it will happen but it will, like mentioned in this vid, take a fuck ton of logistics. Now this problem of this is mostly on the generation side of electricity. The use of nuclear fission (hopefully fusion someday) is our best bet for a constant supply of energy. The mining of uranium and Nuclear waste from this process is bad but not nearly as bad as people think given that we conjure up ideas of plant failures based on 60s era reactors especially when compared to burning fossil fuels, it;s a small price to pay. And Solar/Wind and other renewables are only supplemental as a cloudy day or windless day will generate very little electricity. And batteries are not the solution as mining for the resources pollute a lot or are done by children in many cases on top of degrading over time. The same goes for the batteries in EVs and other electronic devices for that matter. As for the charging, I don't believe this is a big of an issue as it's made out to be. Sure you won't get the level 3 speeds all the time but with a battery pack being 400Km why would you realistically need to charge it every day unless your driving surpasses that? Level 1 and 2 AC charging are basically just fancy power cords. The charger is inside the vehicle and really they just need a outlet to be able to supply a decent amount of range by plugging in at night or workplace. You guys in the EU have the advantage since the 240v can power level two chargers and it's already available everywhere. Running what essentially comes down to outlets to every car in that lot would be pricey but it's not that difficult of a job. The bigger job would be in the states where a separate lines would ran for the charger if you want level 2 since it requires at minimum 208v. It would be the same as charging your phone or laptop and if you forget then that where the DC fast charging would come into play for day to day use. DC fast charging (level 3) would be mostly used for long distance travel where in you exceed the battery range so unless you really need to travel very far extremely often this is a non issue. Trucks and others that need that can use Hydrogen. Here in CA people were recently told to stop charging cars because our grid was on the brink of failure during an extreme heatwave that is becoming more common place in the unpredictable climate we created. This came after passing the bill to ban the sale of NEW ICE cars by 2035. So there can still be a model 2035 ICE cars that can still be sold legally in CA by that time. So no, they aren't going anywhere anytime soon. Also though not traditional ICE Hydrogen based vehicles will likely power the larger vehicles and possibly even ships so the skills can be transferred over to that segment of the market. Anyways I think that having more public transportation in buses, subways and other trains is a far better solution for most urban areas.
    2
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  7420. D4, you make several cogent points, there are a few I would make; the CYA 'verbiage" you clipped from the public offering through Crowd Funding is prominently displayed in every licensed and legit investment office. Investment always incurs risk- absolutely true. But..... in your flood illustration, you neglect the contract contents and codicils or requirements- if insurance was required of the General Contactor or other parties, then there is "remedy" for the loss up to the value of the insurance policy, barring criminal acts by the policy holder. My last point is more a question, one that your drops on engine balance answered for me; why can I get to much higher RPMs with 6 cylinder than a 4 cyl of the same displacement? The piston, the rod, the crank throws, all will need to be bigger because the imposed local loads are higher and therefore heavier, a good deal heavier which gets multiplied by the total RPM. But that is my experience, we didn't come here to listen to my YT armchair take, I came and many others to here some of the great science you explicate. I feel you are very correct that the reductions in inherent friction is a new place to gain efficiency- almost all previous gains have come from better understanding of the combustion process and improvement there. Mechanical improvement on friction has been in the form of roller lifters, roller rocker arms and such- until recently entirely limited to high performance applications and expenses. And only desperate need to attain more recent efficiencies and emissions made that happen. Can the scotch yoke become a basis for new gains- yes, it can, but only things like the four cylinder radial type engine offer good and inexpensive ways to get that gain without the stregth and durability problems you mentioned- by pairing opposing cylinders you can easily justify the added materials to make the yoke as strong as the combustion forces from one side at a time are imposed on it. I could have got some of it wrong- I full well expect to hear about it. On Alfadan, there was, before your piece, already some "negative press" on it and they were having trouble interesting the usual financial people to do an IPS- and as you pointed out, they didn't have much to show except diagrams and theories then. Only Mahle's involvement gives much lie to any of that. Btw, look into the Comer diesel engine that was provided for the British Transport Ministry for busses some years back- it was mostly to reduce friction and wear but got there by some similar means to those you lectured on. Similar, not the same. Have a great one and make me wake up and think again tomorrow! I've already thrown my "ole carburetors" out and am embracing the "electronic revolution" because of you!
    1
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  8327. In the beginning, the Internet was an awesome place. You could learn a lot of stuff because it was really only larger institutions that could afford to be connected and host the information. You could easily get into a university's library from across the globe and research things to learn. That was the whole purpose of ARPANet/Internet. Then average people got into it, exploited it, and screwed it up. Anyways, don't listen to people that tell you what you should have for a beginner bike. 11 years and almost 200,000km later, my first bike (a Harley 2006 Softail Standard) is still my daily commuter and I love it. For whatever reason, people like to believe there's only one tried and true way to do things for everyone and that isn't the case. Your counter-steering viewpoint is a great example. When you explain it to people and show them videos, not a lot of people get it because logically it's counter-intuitive. Once you do it and experience it you get it, though. I do have two suggestions for you (you may already know these): In low speeds, keep your feet planted on your pegs as long as possible. Dropping your feet to the ground while the bike is moving is a great way to get a foot pulled under the bike and have it tip over and break your ankle. When riding off road, keep the balls of your feet on the pegs so you can squat on the bike (or at least get your butt off the seat). It makes taking bumps a lot less uncomfortable since your legs absorb the shock of the bumps instead of your back. As long as you're on a bike and enjoying yourself, who cares what others think. :)
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  8859. Some thoughts from someone the same age as you, but who thought I was too old to start riding when I did (some 10 odd years ago): 0) If you don't read the rest of this, tank grips are a godsend. Just as you mentioned gripping with your knees gives you a lot of control, tank grips enhance this, e.g. keeping your legs from sliding around so you can transfer more weight to your legs, and/or enable other riding positions / reduce weight on your hands. For that matter, you can sit more upright when riding at low speeds by just using one hand. When you aren't actively using the clutch (constant, lower speed riding where you don't have air pressure to take the weight off your hands), sit upright and twist your torso to give you a bit more reach with the throttle hand. Sometimes, especially on long trips, I use a throttle lock so I can briefly hold constant speed and take both hands off the handlebars to relax them, stretch, get more blood flow to restore feeling, etc. 1) It's very easy to surpass people who started riding younger than yourself - many people give up riding or simply never push them selves or try new things. I know people who've owned ten times the number of bikes I have (which would be good experience trying new things if they weren't basically similar sportbikes), but only ride a tiny fraction of the miles per year that I do, and only short trips. 2) About doing things your own way: I've taken thousand mile road trips on retro bikes. I'm not afraid to be seen piling bags on bags onto a pinnacle-of-performance sport bike - I've taken one camping in the mountains and got some track time in on the way there. Doing things your own way, thinking for yourself, now that's a fine tradition among experienced riders. Groupthink is for Sunday riders, Harley riders at bars, dentists at the BMW owners meetup, middle managers taking their Ducati's to brunch, etc. Do what makes you happy. 3) Intentionally practicing like your parking lot experimentation builds skills much faster than daily riding where you are taking the same route every time, rarely pushing your limits or trying something new. Try new things. Verify tips and techniques suggested by other riders in a safe environment. Different bikes like different things - try different bikes but don't assume they handle the same. I've got a couple vintage bikes that corner best when you are hanging off the bike like a monkey, using the handlebars to put your weight on the inside. Sport bikes don't offer the same handlebar leverage, but have better shape for gripping the tank with your knees, ] and you'll probably find that with their increased leaning ability, they can generate cornering forces beyond what you'd be comfortable hanging way off the seat, and "little" things like keeping your body stable (I like to keep my knees tucked in and squeezing the tank in a rough corner) and keeping your weight from a hair off the seat in a corner (to avoid upsetting the suspension if you catch a bump) have a much bigger effect on handling and safety. And defying conventional wisdom, as I mentioned above, I found taking a sport bike on a long trip was actually more comfortable than my usual "standard". Less fatiguing - maybe better aerodynamics help with that.
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  8922. Please do the Toyota/Yamaha 3S-GTE next! It’s It’s the forgotten member of the 4G63t/J25/SR20DET/3S-GTE Japanese 4 cylinder arms race. Most people don’t know it spanned 5 generations, 3 decades and 3 cars (Celica GT4, MR2 Turbo and the Caldina GT-T). It was an evolution beginning in 1988 like all great Toyota engines with a Yamaha designed cylinder head featuring Toyota’s T-VIS System that maximizes both low end torque and 8K RPM higher airflow. It was originally fitted with a basic, Toyota designed and manufactured single entry CT26 turbo making only 180-200hp coupled with a small water to air intercooler. The second generation in 1990 upgraded the CT26 turbo to a twin-entry (Twin scroll in modern terms)design with T-VIS and an Air-To-Air SMIC that produced between 200-225hp depending on the market and one homologation special edition called the RC/CS with extremely aggressive timing and a much larger capacity W2A-IC that made 235hp. In 1994, it was again evolved to the 3rd generation that feature all of the previous generation’s RC/CS upgrades plus an even more massive W2A IC system, no T-VIS, upgraded electronic controls and much improved Turbocharger. This generation is identical in design to the legendary Yamaha designed 2JZ-GTE found in the MKIV Supra Twin Turbo only with two less cylinders, and a single twin-entry version of the TT Supra’s CT20 turbochargers. The homologation version of this generation was called the WRC and produced 258hp and featured a factory installed (under construction)
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  9112. You are my favourite content creator on YouTube. It is such a great relief to finally start hearing people like you speak openly and honestly about the reality of all this EV hype, and the virtue signalling that seems to have over run the environmental cause. Obviously, things need to change for the betterment of the world we live in. But I'm so sick of people trying to force upon us changes that people perceive as a solution, but will not actually address the problems we have. I drive older vehicles, and have literally been abused by modern car drivers for how I'm destroying the environment by keeping my old vehicles on the road - my old vehicles which have been built once, consumed one lot of resources and energy to be built once, are easily kept on the road with relatively few resources, don't require masses of unrecyclable products for their upkeep, have incorporated effective R&D and high quality materials at the time of construction as there was more budget available to build a good product before 'creature comforts' and flashy tech became more of a selling point than actual reliability, and which haven't yet needed to be recycled (gee, more energy....) and replaced with yet another vehicle. Thank you, for doing your bit to trying to spread knowledge about the reality of the world we live in, and taking the time needed to back it up with fact, maths and science that can not be argued with. Our societies problems are not about the type of cars we drive, but about our values - and how THEY influence the types of cars we drive. Keep it up mate, love your work.
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  9317. I'm glad I came across your channel. I like how knowledgeable you are. An I'm in total agreement with your outlook on vehicles. No trailer queens here. I live in the states. State of Florida now days. I was born and raised in Michigan till I was 22. I've been in Florida for the past 22yrs. So I do know about the snow driving. I had a 82 dodge ramcharger when I was 18 and would drift it around corners and dirt back roads where I lived. I would take a normal 90° 4 way stop and drift my dodge while making the turn. Then I would see how long I could keep it going sideways before going in a ditch or having to straighten it back out. Fun times. Lol A buddy borrowed the dodge to run to get something from the store and tried what I would do. He ended up in the ditch. I was about to walk and see what happened to him and my dodge. Here he co.es pulling up explaining what happened with a tractor pulling him out of the ditch. Lol I just said no more drifting for you. Lol Now days I have a gmc sierra 2500hd duramax 4x4 with a 8ft bed truck lifted 6in, pushing around 500-550hp. Its a beast. I've not had a bunch of adventures yet with it but I've had to get some important mechanical stuff fixed first before the truck sees mud or anything close to snow now days. Lol Which its getting closer. Its my work truck too. So I'm not trying to kill it either. Lol I've rambled on long enough. But I have motor oil pumping through my veins too. Along with the love of vehicles in general. Simple version of my background with vehicles. Most families have rings or clocks or some trinket for family heirlooms. My family has a 383 v8 for our heirloom. Out of a drag race car my uncle and dad raced. Dad worked at Chrysler and uncle (dads brother) worked at Ford. Both in Michigan about 40mi north of Detroit. I'll definitely keep watching what you send out to the digital world. Thank you and always be safe.
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  9992. The most comprehensive simple explanation of engine primary/secondary imbalance I've seen, and a special joy to those of us old enough to have been young and obsessed with two-stroke 500cc GP 30 years ago. The year 1992 when Big Bang debuted in the sport was as emotional as they come (word is it was passed down from F1 engineers). Doohan ran away w/ everything on the Honda, those early four races... just GONE... alone way, way, way at the front in Spain (which was #4 race) and nobody knew what the hell was going on he was on another planet. Rainey pushed the Yamaha well beyond the limit (Rainey's obsession to win was notorious) resulting inevitably in crashes. Doohan then low-sided in practice at Assen and nearly had his leg amputated by retarded Dutch doctors. This gave time for Yamaha to develop a Big Bang engine and Rainey to reel back the points in clinical Wayne Rainey fashion as Doohan watched horrified from a hospital bed. He came back for the last race nearly skeletal and weak and could not take the podium win for a championship. The great irony in all this is the Big Bang was and did make the bikes safer and more tractable, but it nearly cost one the sport's great rider's his leg and it was on a Big Bang the following year that Rainey high-sided while in the lead (he looked uncharacteristically too excited to me - getting the bike loose - - very unlike Rainey) and was paralyzed from the chest down. WATCH "THE UNRIDEABLES" documentary (Parts 1 and 2) about this insane era. At the end of the era the bikes made 200HP and weighed 286lbs (130kg) - but that weight was MANDATORY -they could've been lighter still. All the power was in 3000 rpms. When Doohan was told the rules would be mandating four-strokes he said "Give 'em a liter." THE UNRIDEABLES PART 1!!!!! https://vimeo.com/111291023
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  10077. I think most of the division isn’t directly about the car and BEV tech in general. It is because of the politics round it and in many different ways: one, the oldest, is virtue signalling with it. This one is from the days of Prius, where some people (and marketing departments) were getting on with the narrative that you’re somehow a better person if you drive a Prius. It wasn’t a direct message mostly, but some people got annoyed by it. Second is government regulations and what they bring with them that the lawmakers don’t seem to quite comprehend. The bans on selling new ICE, the power grid infrastructure investment (that is allready, or is comming soon on the bills for electricity), the new power production infrastructure, mix with the realistically not-a-direct-replacement tech of the BEV and charging problems and concerns of residual value … etc, all the factors I bet you know, and with the governments in EU and elsewhere tgat are pyshing it as a new exclusive replacement make people dislike these types of cars. I freaking hate the BEVs for that, although at the same time I like them and think they’d be an excellent second household car. Plus - what a freaking great acceleration with electrics! TLDR: you have to separate the haters of the technology - tribalists, and those that have nothing really much or serious against the BEV tech per se and actually like the BEV cars but feel the regulators and lawmakers are taking a good technology and infrastructure away and replacing it with something that will make more trouble than not on many levels. Ok that wasn’t a tldr :)
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